Control mechanism for related control of operated mechanisms



Apnl 6, 1948. c. A. ARENS CONTROL IECHANISI FOR RELATED CONTROL OF OBERATED HEC HANI SI S Filed Nov. 8, 1943 2 Sheets-Sheet 1 I I N V EN TOR. C/aarki d. 72725 April 1943. c. A. ARENS 2,439,356

CONTROL IECHANISH FOR RELATED CONTROL OF EERATED MECHANISMS Filed Nov. 8, 1943 2 Sheets-Sheet 2 Z/ IN VEN TOR.

7.51, 6%ar25d anew Patented Apr- 2,439,356

CONTROL MECHANISM FOR RELATED CON- TROL F OPERATED MECHANISMS Charles-A. Arens, Chicago, Ill., assignor to Arens Contriols, Inc.. Chicago, 111., a corporation of --Illlno s Application November s, 1943, Serial No. 509,399

2 Claims. 1

This invention relates to control mechanisms,

' particularly of the type adapted for use with aircraft for controlling the various flight control elements thereof, such as elevators, ailerons, rud- 2 enlarged scale, of a portion of the control mechanism embodied in the structure of Fig. 5;

Fig. 7 is a view similar to Fig. 6, but illustrating a still further modified embodiment;

ders, et cetera, and their associated tab structures. 5 Fig. 8 is a vertical sectional view through the It is an object of the invention to provide a mechanism of Fig. 6 on the line 8-8 thereof; and control mechanism of the type stated, of im- Fig. 9 is a vertical sectional view through the proved construction and operating charactermechanism 01 Fig. '7 on the line 9-9 thereof. istics- In the drawings the invention has been illus- More specifically stated, it is an object of the 1 trated as ap ie t a control mechanism forefinvention to provide aircraft control mechanism fecting the conjoint control of an aircraft flight for effecting the conjoint control of aircraft control element and associated tab structure, as flight control elements and their associated tabs, the invention in certain of its important aspects in a predetermined and related manner. is particularly adapted for an installation and Still more specifically stated, it is an object of use of this character. It is to be understood, the invention to provide a control mechanism however, that the invention is and may be also wherein the tab and the associated flight control adapted for the conjoint control of other types of element such as an elevator, aileron, or a rudder, operated mechanisms from a single operated et cetera, are operated by a common operating member. Further, while in the illustrated emmember, for a predetermined sequential or cobodiment the invention has been shown applied operative action, as may be required. to the aircraft elevator and its associated tab A further object of the invention is to provide structure, itis to be understood that it is appliimproved and more readily operable means for cable, as well, to the other flight control eleoperating aircraft tab structures, and also to ments, such as ailerons, rudders, etcetera. provide improved and more operable means for Referring more specifically tothe drawings, operating aircraft flight control elements. v and first to the embodiment illustrated in Figs. A still further object of the invention is to pro- 1 to 4 inclusive, it will be seen that the structure vide for the cooperative and related control of a illustrated comprises an aircraft, diagrammatiplurality of operated mechanisms from a com-' cally shown, having a fuselage H], a cockpit ll, mon operating member, in an improved manner. rudder I2, and elevator structure generally in- Various other objects, advantages and features dicated by the numeral [3. More specifically, the of the invention will be apparent from the folelevator structure comprises the usua S ati lowing specification when taken in connection ary or fixed stabilizer portion M, the with the accompanying drawings, wherein cercontrol or elevator portion l5, and associated tain preferred embodiments of the invention are tab element i6. As will be understood, the tab set forth for purposes of illustration. i6 is generally of considerably less lateral extent In the drawings, wherein like reference numthan the elevator l5, so that the over-all tab area erals refer to like parts throughout: is considerably less than that of the elevator Fig. 1 is a general assembly view, diagrammember. matic in form, of an aircraft embodying a con- In accordance with the invention, the wing trol mechanism constructed in accordance with control member or stick 20 is provided for operthe principles of the invention: ating both the elevator l5 and the tab ii, in pre- Fig. 2 is a detail view, on an enlarged scale, determined related operation. More specifically, of the control member for effecting control of and as best shown inFlgs. 1, 2 and the control the mechanism, and associated parts; stick or lever 20 is bifurcated at its lower end, Fig. 3 is a vertical sectinoal view of the mechthus providing a pair of portions 2| and 22, which anism of Fig. 2, taken as indicated by the line portions are pivotally mounted upon a pivot pin 3-3 thereof; v 23 carried by a rotatable torque tube 24 which Fig. 4 is adetail sectional view of a portion may. for example, be connected to the aircraft of the mechanism shown in Fig. 2, on a further ailerons in the usual manner. It will thus be enlarged scale, and taken as indicated by the seen that the control stick may be moved transline 4-4 of Fig. 2; versely of the fuselage III to eflfect rotation of the Fig. 5 is a view generally similar to Fig. 1, but torque tube 24, and resulting movement of the illustrating a modified form of the invention; ailerons controlled thereby, the control stick at Fig. 6 is a longitudinal sectional view, on an 5 the same time being mounted for pivotal operation longitudinally of the fuselage and relative to the torque tube.

A frame Structure 25 of general lJ-shape, and comprising a pair of leg portions 28 and 2'i,. as seen in Fig. 2, is also pivotally mounted upon the pivot pin. 23. The lower portion of this frame is bifurcated to provide a pair of members 28 and 29, as seen in Fig. 3, in straddling relation to the control stick portions 2! and 22, and adapted for independent pivotal connection upon the pivot pin 23. It will thus be seen that both the control stick and the frame 25 are adapted for independent pivotal movement upon the pivot pin.

As best shown in Fig. 2, connecting means is provided between the control stick and the frame, so that normally movement of the control stick tends to produce corresponding and proportional movement of the frame. This connecting means comprises a shaft 3! having bifurcated yoke fittings 32 and 33 at its ends, which fittings are pivotally connected, respectively, to the frame legs 26 and 21. The shaft 3| extends freely through an opening 35 provided in the control stick 20. However, the shaft portion which normally lies within the control stick opening is slightly enlarged to provide a collar-like section 35, for a purpose presently to be described. The ends of the shaft 3| are screw-threaded, as indicated in Fig. 2, wing nuts 31 and 38 being adjustably mounted thereon. A compression spring 39 loosely embraces the shaft 3i and bears at one end against the adjustable wing nut 3i, and at its other end. against a collar also loosely mounted on the shaft and normally urged by the spring into engagement with the shaft enlarged section or collar 36. Similarly a compression spring ti loosely embraces the shaft and bears at one end against the adjustable wing nut 33 and at its other end against a loosely mounted collar M which is normally urged by its spring also into engagement with'the shaft enlarged section or collar 36. It will be seen that as the control stick 2!) is pivotally operated longitudinally of the fuselage, to the right or left as seen in Fig. 2, the described connections tend to cause the frame 25 to move as a unit with the control stick. However, if the frame 25 encounters sufficient resistance to overcome the ten sion of the springs, which tension is adjustably controlled by the respective wing nuts 3'5 and 38, the springs will yield to permit movement of the control stick independently of or without corresponding movement of the frame. More specifically, if the control stick at is pivoted to the right,

as seen in Fig. 2, and the frame 25 encounters sufficient resistance, the spring 39 will yield permitting the control stick to continue in its movement, without corresponding movement of the frame.

In the particular embodiment illustrated, the

frame 25 is arranged to effect operation of the elevator l5 by means of a link 35, Fig. 1, pivotally connected at one end to the frame and at its opposite end to a bracket 66 formed as a part of the elevator; the connections being sufficiently loose to accommodate the pivotal movements of the torque tube, or ball and socket or other universal connecting means may be employed if desired. It is to be understood, however, that anysuitable or conventional operating connections may be provided between the frame 25 and the elevator, to effect the elevator control.

In accordance with the invention, the control stick 23 is also adapted to effect the operation of trated a flexible wire type of control is provided.

A flexible sheath 38 is connected at one end, and by means of a bracket 49, to the U-frame 25. The other end of the sheath is connected by means of brackets 50 and 5|, Fig. 1, to the fixed or stabilized portion is of the elevator structure, the extreme end of the sheath, however, as indicated at 52 extending toward and into proximity with a bracket portion 53 formed as a part of the tab I6. As will be understood, suflicient slack is provided in the flexible sheath so as to permit free pivotal movement of the frame 25 relative to the fixed stabilizer structure It.

A transmission member 55 is longitudinally slidable Within the flexible sheath 48, this transmission member being connected at one end to the control stick 20, and at its opposite end to the bracket 53 of the tab Hi. The details of the transmission member and the flexible sheath are best shown in Fig. 4. It will be seen that the flexible sheath 48 comprises a helically wound wire coil 56, encompassed by a suitable weatherproof and protective covering 51. The transmission member 55 which is longitudinally slidable within the sheath comprises a central core wire or member 58 encompassed by a helical wire coil 59, the core 58 and wire coil 59 being slidable as a unit within the helical wire sheath coil 56. It is to be understood, however, that various other specific forms of transmission members or sheathing may be employed, or that other suitable operating connections may be employed for connecting the tab it and the control stick 20 for correlative movement.

Referring further to Figs. 2 and 4, it will be seen that the sliclable transmission member 55 is connected to the control stick 20 by means of an adjustment mechanism whereby the transmission member may be adjustably positioned with respect to the control stick. More specifically, a wing nut 5! is provided, this wing nut having a bore with right and left-hand threads at its opposite ends, as indicated at 62 and 63. The threaded bore, 62 is adapted for connection with a threaded fitting 64 fixed to the end of the transmission member 55. Similarly the threaded bore 63 is adapted for connection with a threaded member '65, the end of which is pivotally connected by means of a bolt at to the control stick. It will be seen that by reason of the connections thus provided, the end of the transmission member 55 is connected to the control stick 23, for movement therewith, while at the same time being adjustable relative to the control stick, by manual adjustment of the wing nut 3i. Adjustment of the transmission member, relative to the control stick, effects an adjustment of the positioning of the tab it, to accommodate flight conditions, as will be understood.

As heretofore pointed out, as the control stick 23 is pivoted to the right or left as seen in Fig. 2, and unless the frame 25 encounters suflicient resistance to cause either the spring 39 or the spring M to yield; the frame moves as a unit with the control stick. Under such conditions it will be seenthat the flexible sheath 48 connected to the frame moves with the transmission member 55 connected to the control stick 20, so that no movement or adjustment is impartedto the tab i6. However, upon yielding of one or the other of the springs, resulting in relative movement between the control stick 20 and the frame 25, corresponding relative movement occurs between the transmission member 55 and its sheath, thereby efiecting correlative movement and ad- J'ustment of the tab.

The structure thus provides for the conjoint control of both the elevator and the tab in predetermined operating relationship, and from a single control member 29. The adjustment of the tension of the springs 39 and 4|,- by means of the wing nuts 31 and 38, predetermines the characteristics of operation. For example, if the springs are adjusted to a tension of fifty pounds, then unless the frame 25 by reason of its connection to the elevator l5 encounters a resistance to movement in excess of fifty pounds, the springs will not yield and the elevator IE will be under direct control of the control stick 20, and no independent operation of the tab I6 will be effected. However, if, due to wind resistance, or other causes, the frame 25 by reason of its connection to the elevator encounters more than fifty pounds resistance as the control stick is operated, upon the application of a greater force to the control stick one or the other of the springs 39 or 4! will yield, depending upon the direction of the force, thereby effecting independent movement of the tab i 6. The structure thus provides means for efiecting movement of the tab, for example to bring the aircraft out of a dive, notwithstanding the fact that the elevator is substantially locked in position due to high speed wind resistance.

On the other hand, a relatively light adjustment of the springs 39 and 4i tendsto cause movement of the tab upon a relatively lower operating force, and a suificiently light spring adjuestment would tend to cause movement of the tab before movement of the elevator, under normal flight conditions. Under all conditions of operation adjustment of the wing nut 6| produces independent adjustment of the position of the tab.

In Figs. 5 to 9 inclusive, embodiments are illustrated wherein the relatively movable control connections are remotely positioned with respect to the control stick. In this instance the control stick, indicated by the numeral 20a is connected to operate the tab element Ilia and the elevator l5a, as in the previously described embodiment, but the relatively movable portions of the control mechanism are disposed in proximity to the controlled devices. In this instance the control stick is pivotally mounted upon the torque tube 24a, as in the previous embodiment, and is. pivotally connected to an elongated link 10. The end of this link is shaped into a tube -1 i, as best shown in Fig. 6. This tube has telescoping engagement with the end of another tube 12, the latter being formed as a part of a link 13 connected to the bracket A'Ba of the elevator.

The tube 1| has fixed thereto a cross pin 14, Figs. 5, 6 and 8, adapted for longitudinal reciprocation within slots 15 formed in the tube 12. The two tubes are thus mounted for limited longitudinal or telescoping reciprocable movement relative to each other. The tube 12 is provided with a pair of bolts 16 and "having heads 18 and 19, respectively, adapted to bear against the cross pin 14. These bolt heads 'are mounted for free reciprocation. within the bore of the tube 12. The bolts are screw-threaded along their lengths and are provided-adjacent their headed ends with adjustable screw-threaded collars 80 and BI, and

at their opposite ends with adjustable nuts 82 and 83. These latter nuts, normally are in bearing engagement against barrier walls 84 and 85 'removably mounted within the tube 12, as by ustable collar 80 whereby to thrust the bolt 16 to the left as seen in Fig. 8 to maintain the bolt head substantially in contact with the cross pin 14, and the nut 82 against the barrier wall 84. Similarly a compression spring 81 is provided for the bolt 11, for holding its head normally substantially in engagement with the cross pin 14, and its nut 83 against the barrier wall 85.

It will be seen that by reason of the described connections, as the link 10 is shifted, resulting in the movement of the cross pin 14, corresponding increments of movement are imparted to the tube 12 and the connected elevator structure. However, as in the embodiment previously described, it resistance to movement is encountered by the tube 12, in excess of the spring adjustment, one or the other of the springs 86 or 81 will yield, depending upon the direction'of the movement and force applied to the link 19.

The tube 1| carries a bracket 90 to which the end of the transmission member 55a is secured,

whereas the tube 12 carries a bracket 9| to which the case of relative movement between the corn trol stick 20 and the frame 25, in the embodiment previously described.

The structure illustrated in Figs. 5, 6 and 8 thus operates essentially the same as that shown in Figs. 1-4, except that the relatively shiftable portions of the control mechanism are remotely positionedwith respect to the control member 20a, and may be located in juxtaposition to the devices to be controlled. This for example reduces the necessary length of the flexible sheath 48a, and associated transmission member 55a.

In Figs. 7 and 9 a further embodiment of the invention is illustrated, the same as that shown in Figs. 5, 6 and 8, except for the spring arrangement. In this instance the cross pin 14?!) carried by the outer sleeve 1lb, which pin is shiftable' within slots 15b of the inner sleeve 12b, is abutted by a pair of springs 95 and 96 which are normally relaxed, when in the position shown in Fig. 7.' The springs are so. designed that they are normally unyielding at the forces transmitted by the sleeve 1 lb, whereby to effect the actuation of the sleeve 12!), as in the previously described embodiments. However, if operating force is applied to the cross pin in excess of the iiorce re- 'quired to compress either spring, such spring will yield effecting operation of the tab :control through the operation of the transmission member 55b and its associated flexible sheath 48b. The springs and 96, being normally relaxed,

produce a control arrangement functionally operable similar to that previously described, without sponginess, except that adjustment of the spring tension is not contemplated after assembly of the structure.

It is obvious that various changes may be made amazes in the specific embodiments set forth for purposes oflllustration without departing from the spirit of the invention. The invention is accordlngly not to be limited to the specific embodiments shown and described, but only as indicated in the following claims.

The invention is hereby claimed as follows:

1. A control mechanism comprising a pair of operating members adapted selectively to effect the operation of a pair of operated devices, a composite control assembly comprising a pair of spring interconnected shiftable control members operatively connected to said operating members, one of said operating members being selectively actuated by the control members upon movement of the control members as a unit through a predetermined path of travel, and the other of said operating members being selectively actuated by the control members upon the shifting of one of said control members relative to the other along the same path of travel upon the yielding of said spring.

2. A control mechanism comprising a pair of operating members adapted respectively to efiect the operation of a pair of operated devices, a composite control assembly comprising a pair of shiftable control members operatively connected to said operating members, spring means interconnecting the control members whereby one of the control members is movable relative to the other in opposite directions from a normal position, one of said operating members being selectiveiy actuated by the control members upon 8 movement or the control members as a unit through a predetermined path of travel, and the other of said operating members being selectively actuated in opposite directions by the control members upon the shifting of one of the I control members relative to the other from normal position along the same path of travel.

CHARLES A. ARENS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED-STATES PATENTS Number Name- Date 1,339,332 Greenby May 4, 1920 1,558,486 Klump Oct. 27, 1925 1,662,183 Chann Mar. 13, 1928 1,671,081 Miller May 22, 1928 2,056,942 Krueger Oct. 3, 1936 2,272,725 Overbeke Feb. 10, 1942 2,312,274 Stortz Feb. 23, 1943 2,370,844 Davis Mar. 6, 1945 FOREIGN PATENTS Number Country Date 412,392 Germany Apr. 20, 1925 2,172 Great Britain (1903) Jan. 7, 1904 268,439 Great Britain Apr. 1, 1927 303,488 Great Britain May 25, 1928 383,590 Great Britain Nov. 17, 1932 542,944 Great Britain Feb. 3, 1942 

